JPH07305747A - Transmission, which receive load and speed of which can be changed - Google Patents

Abstract

PURPOSE: To certainly start forward and reverse stages concerning a thermal load by simultaneously loading two friction clutches of the lowest speed changing stages for starting at the time of forward and reverse traveling and maintaining a torque transmission route through them untill the same number of rotation is performed. CONSTITUTION: An input shaft 5 and a main spindle 6 are connected to each other in a torsionally resisting state, and rotational direction reversing means 113, 114 are provided in a torque transmission route reaching driven pinions 134, 111 from the input shaft 5. The torque transmission route is maintained through a friction clutch 125 at the latest the same number of rotation is performed by the friction clutch of the lowest gear stage by providing a means to simultaneously load the friction clutches 125, 127 for starting at the time of forward traveling and the time of reverse traveling. In the above constitution, it is possible to eliminate a separation clutch between the main spindle 6 and the input shaft 5 and to certainly start at the time of a forward stage and a reverse stage concerning a thermal load of the clutch.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention is provided with an input shaft,
The shaft has a pair of gears that realize various gears,
It is connectable to at least one other shaft parallel to the input shaft, each one gear of each gear pair is torsionally coupled to one of the two shafts, and The present invention relates to a load-changeable transmission in which the other gear can be selectively torsionally coupled to the other of the two shafts via a friction clutch.

[0002]

2. Description of the Related Art A transmission of the type described above is disclosed in German Patent Publication No. 4
Known by issue number 07 07 506. The simply constructed power-shift transmission described therein can be implemented with substantially the same structure as a manual transmission and is inexpensive to manufacture. A relatively small friction clutch for shifting gears is subject to high thermal loads when starting, both in forward and in reverse, which in some cases can reach dangerous ranges. is there. This type of transmission is mounted directly on the engine on the basis of its structural length and is not well suited for lateral mounting in vehicles.

German Patent Publication No. 38 12 327 discloses a power-shift transmission which is designed as a double-clutch transmission, in which the input shaft is connected to the outer part of the clutch. Receives two clutch inner parts joined by separate coaxial axes. The two lowest gears are meshed to move forward. Forward start is performed by the two clutch parts. In addition to the switching sleeve of the lowest shift stage, the switching sleeve of the next higher gear is operated at the same time, and the output speed of the clutch of a certain speed reaches its input speed. If so, the power transmission path is split at one of these stages. On the contrary, only one half of the clutch is loaded at the time of reverse starting. The double clutch is in this case constructed longer than the normal clutch of a manual transmission. Due to its structure, this transmission is not well suited for horizontal mounting in a vehicle.

The double-clutch transmission shown in DE-A 35 46 454 has substantially the same characteristics as the publications previously pointed out, and the starting is via two clutch parts. Done, the two shafts are rigidly connected via a switching sleeve. When the non-slip condition is achieved in the lowest gear clutch part, the switching sleeve can be disengaged, which results in a shift pressure.

From EP 0 239 553 there is known a transmission with a shortened configuration with two intermediate shafts, but it is designed as a manual transmission. German published patent DE 41 16 989 discloses a five-speed or six-speed transmission with three shafts and axially shortened construction, but it is also implemented as a manual transmission. There is.

5 shown in US Pat. No. 5,031,473
Fast transmissions have a short axial length and are suitable for use as automatic transmissions, but there is no mention of a reverse gear arrangement. US Patent Publication No. 5,03
The 6-speed or 8-speed transmission shown in 5,682 has two reverse gears, which are operated by a single multi-disc clutch rotating in oil. The vehicle is started by the converter after the clutch is engaged.

In the transmission of the type described above, as long as the vehicle is started at the forward speed through the clutches at the two speed stages, the situation in which the load of the clutch can be the same as that at the forward start when the vehicle is moving backward is considered. It has not been. In this regard, known transmissions do not provide a solution.

[0008]

On the basis of this point, the object of the invention is to maintain the above-mentioned construction mode, preferably omitting the separating clutch between the main shaft and the input shaft, while SUMMARY OF THE INVENTION It is an object of the invention to provide a transmission of the kind mentioned at the outset, which allows a positive start in forward and reverse with respect to the thermal load on the clutch.

[0009]

A solution for this is provided by the features of claim 1. In this way, the problem pointed out is completely solved. During forward and reverse starting, the two first speed clutches are simultaneously loaded in a manner that eliminates thermal overload. Distributing the gear pairs of the gears to the two countershafts allows a particularly short construction. The actuation of the friction clutches of the individual gear stages can be performed electromechanically, as described in the prior art forming the analogy, one axial actuating device for each of the two non-adjacent structurally adjacent devices. The friction clutch of the continuous gear is selectively loaded. However, it is likewise known to the person skilled in the art that, likewise, each individual hydraulic or pneumatic operating element can be used to load an individual gear friction clutch.

Even within a very short structural space, it is possible to realize a five-speed or six-speed transmission used in an engine / transmission unit for lateral installation in a vehicle. Starting, in particular on steep starts, demands the heat capacity of the clutch to be engaged during repeated repetitions, which when the clutch is arranged here on the drive shaft or on one countershaft, A simultaneously loaded clutch can be readily prepared by utilizing the present invention. Therefore, the use of converters, which requires both expense and space, is dispensed with.

Reverse starting is carried out in the same manner as forward starting by simultaneously loading the friction clutch and the meshing portion of the first and second gears. Only suitable reversing gears meshing with each other are arranged and provided on the two counter shafts, which are selectively connected to the shafts. When the forward drive is switched to the reverse drive, the auxiliary shaft from which power is taken out directly is switched.

Forward start and reverse start are each performed by two clutches that are loaded substantially at the same time.
Two basic embodiments are proposed. The first embodiment, which will be described later with reference to FIGS. 1 to 5, comprises a drive shaft, which is provided coaxially with the main shaft and is torsionally connected thereto and has a number of drive gears which corresponds to the number of forward stages. Is provided on the drive shaft in a torsion-resistant manner and fixed in the axial direction. The gear of the gear pair that realizes the gear position and the friction clutch that is attached to the gear and that shifts or starts the gear are advantageous in that the first-speed friction clutch and the second-speed friction clutch can be controlled separately from each other. Are distributed on two countershafts as they are arranged on the same countershaft. The first counter shaft also carries a drive-side rotation reversing gear, which meshes with a second rotation reversing gear arranged on the second counter shaft. The driven pinion carried on each counter shaft directly meshes with the differential spur gear of the differential gear unit that follows to rotate. In the simplest embodiment, the torsion-resistant connection between the first countershaft and the driven pinion or reversing gear causes the double switching sleeve to switch in the power transmission path between forward and reverse travel.

The second embodiment, which will be described later on the basis of FIGS. 6 to 11, also has two countershafts, which, on the scale of engine speed, are each connected via a drive pinion. It is driven by a shorter drive shaft which is torsionally coupled to the main shaft. The gear clutch friction clutch of the gear stage is preferably arranged on two counter shafts. In this case, the first shift speed clutch and the second shift speed clutch are preferably mounted on the same counter shaft. The driven shaft is provided coaxially with the drive shaft, and is drivingly connected to the driven gear of the counter gear pair. The driven pinion is provided on the driven shaft with torsion resistance and fixed in the axial direction, and the torque transmission path to the differential spur gear of the differential gear device that follows is directly or via an intermediate gear. Will be realized. The second countershaft has
A drive side rotation reversing gear is provided so as to be fixed in the axial direction and connectable to the second counter shaft, and the gear meshes with the rotation reversing gear of the first counter shaft. With the switching sleeves appropriately arranged, forward or reverse travel is realized by inserting one or two sleeves.

With the drive shaft rotating at a high speed, the driven shaft is driven at a higher rotational speed in the fifth speed or the sixth speed.
This would mean several times the number of drive shaft revolutions for the first speed pinion and the clutch housing and its skin which rotate with it. A flywheel in the first speed gear pair prevents this condition. However, the flywheel must be bridged when it is in reverse. This bridging is performed by a meshing clutch between the first-speed gear of the driven shaft and the gear of the third or more gears, which is laterally fixed in the axial direction and is torsionally fixed to the driven shaft. .

Axial sliding of the first speed gear can be brought about during rotation by means of suitable helical gears of the first speed gear pair. The rotation of the gears is initiated by the modulated clutch torque of the first gear and the clutch acts against the stopped or nearly stopped driven shaft. A switching sleeve manually operated by an interlocking rod or a fork can be used as the selective means for sliding the gear of the first speed stage in the axial direction, and the sleeve is a single sleeve for changing forward traveling and backward traveling. Operated with multiple switching sleeves.

The flywheel in the gear of the first speed is
Along with speed, it performs the second function when starting. As soon as the slip in the first gear becomes zero, all the propulsive force is transmitted to the second gear,
The flywheel rotates freely. In this way, it is not necessary to specifically control the clutch to switch to the second speed. The required cooling of the oil-wetted plates in the friction clutch and the refueling of the bearings are realized through suitable oil holes in the countershaft, the pumps for refueling the oil holes being preferably driven directly by the drive shaft.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An exemplary embodiment of the present invention will be described below with reference to the drawings. Spindle 6 symbolically shown in FIG.
During operation, is connected to the input shaft 5 of the transmission in a torsion-resistant, non-detachable manner, which connection can be effected, for example, via a torsion-elastic clutch. Two auxiliary shafts 2 and 3 are provided in parallel with the input shaft 5. Input shaft 5 is a drive pinion
It carries 101 (G1), 110 (G2), 103 (G3), 105 (G4), 107 (G5). The symbols in parentheses indicate that they are attached to the gears. Drive pinion 101, 110, 105
Are gears 102 (G1) and 109 attached to the first counter shaft 2, respectively.
(G2), 106 (G4) meshes, while gears 103, 107 are the second
It meshes with the gears 104 (G3) and 108 (G5) attached to the counter shaft 1. The gears pointed out at the end of each gear are the friction clutch 125
It can be selectively connected to or detached from the shaft via (G1), 127 (G2), 128 (G3), 126 (G4), 129 (G5). Each one common operating device 130 has a gear G1, G4
The friction clutches 125 and 126 are selectively operated, and the common operating device 132 operates the friction clutches 128 and 129 of the gears G3 and G5. Another operating device 131 is a friction clutch for gear G2.
Operate 127. The friction clutches of two successive gears are respectively assigned to two different operating devices, so that the two operating devices-one for closing the clutch and one for opening the clutch-are operated almost simultaneously. As a result, gear shifting is possible without interrupting the traction force.

On the other hand, since the connectable driven gears of the first and second gears are assigned to the same shaft 2, it is possible to load them simultaneously for starting. In order to reverse the direction of rotation by utilizing the above-described shift speed, that is, for backward traveling, the shafts 2 and 3 are twistably coupled to the shafts 2 and 3, respectively, and the switching sleeve 121 is slidable in the axial direction. , 122
And rotation reversing gears 113, 114 that are freely rotatable on the shaft and connectable to the shaft via respective switching sleeves. The two rotation reversing gears are directly meshed with each other.

A driven pinion 134, which can be selectively connected to the shaft, is fitted on the shaft 2, and the pinion is selectively attached to the rotation reversing gear 13 via a switching sleeve 121.
It can be connected to a shaft. A second driven pinion 111, which is torsionally coupled to the shaft 3, is fitted on the shaft 3. The switching sleeve 122 is provided only for selectively connecting and disconnecting the rotation reversing gear 114 of the shaft 3. The driven pinions 134, 111 of both shafts are in direct mesh with the drive spur gears 119 of the differential 135, respectively. It is symbolically connected to the two axles 4 leading to the drive wheels.

With G1 to G5, five gear stages 101, 102 (G
1), 110, 109 (G2), 103, 104 (G3), 105, 106 (G4), 107,
108 (G5), of which gears G1 and G2 are used only for forward and reverse travel, gears G3 to G5 serve exclusively for forward travel and are blocked by special means during reverse travel. It remains. When G1, the power transmission path runs from the input shaft 5 via the gear 101 to the gear 102, the latter via the clutch 125 being operated-by the unit 130-and entraining the countershaft 2. From this countershaft 2 the power transmission path runs via the switching sleeve 121 to the driven pinion 134 and from there to the spur gear 119. At the gear G2, the power transmission path runs from the input shaft 5 to the gear 109 via the gear 110. The latter-via the clutch 127-operated by the unit 131-also carries the countershaft 2. The power transmission path from the counter shaft 2 runs to the driven pinion 134 and the spur gear 119 via the switching sleeve 121. When the gear is G3 to G5,
The power transmission path can be tracked accordingly.

In the reverse gear, that is, especially when the vehicle starts moving backward, the auxiliary shaft 2 is likewise driven via the gears G1 and G2. The power transmission path from the counter shaft 2 is provided to the rotation reversing gear 113 via the switching sleeve 121, and the gear meshes with the rotation reversing gear 114. The latter drives the countershaft 3 via the switching sleeve 122. Power is transmitted from this counter shaft to the spur gear 119 again via the driven pinion 111. It is not necessary to reverse the direction of rotation at gears G3 and G5.

FIGS. 2 to 5 show the cross section along the plane shown in FIG. 1 in the corresponding capital letters. Here, the mutual position of the input shaft 5, the counter shafts 2, 3 and the axle 4 of the differential is shown. The circles imply that the gears are rotatable on their respective axes, while the dots mean pinions fixedly mounted on the axes. When the vehicle is traveling forward at the first speed, FIG.
The pair of gears shown at (101, 102) and FIG. 5 are in the power transmission path.

While the vehicle is traveling in reverse at the first speed, FIG.
102), the pair of gears of FIGS. 4 and 5 are in the power transmission path.
The illustrated order also corresponds to the order of the gears in the power transmission path. The main shaft 6, symbolically shown in FIG. 6, is also torsionally connected with the input shaft 5 of the transmission. This connection can also be effected via a clutch (not shown) which is torsionally elastic but which cannot be removed during operation. Two auxiliary shafts 2 and 3 are provided in parallel with the input shaft 5. The output shaft 1 provided coaxially with the input shaft 5 can be selectively connected to the auxiliary shafts 2 and 3 in the manner described below. The drive pinions 317 and 315 carried by the counter shafts 2 and 3 are drive pinions of the input shaft 5.
Always in mesh with 316. Input pinion 317 for counter shaft 2
Is arranged to be torsion resistant. The drive pinion 315 of the countershaft 3 can be selectively connected to it or can be detached therefrom.

Gears 302 (G1), 310 (G2), 303 (G
3), 306 (G4), 307 (G5) are placed. The symbols in the parentheses mean that they are attached to any one of the five shift speeds. The gear is driven by drive gears 301 (G1), 309 (G2), 304 (G3), 305 (G4), 308 (G5) arranged on the counter shaft. These gears are the friction clutches 325 (G1), 327 (G2), 328 (G3), 326 (G4), 329 (G
It can be selectively connected to or detached from the shaft via 5). The clutches 325 and 326 have a common operating device 303 that can selectively load them. Clutch 328,
329 has a common operating device 332 that can selectively and alternately operate these. The friction clutch 327 has its own operating device 331. Gear 302 is flywheel 318
Is connected to the driven shaft 1 via. When the vehicle starts moving forward through the simultaneous closing of the gears G1 and G2, the friction clutch 125 of the gear G1 no longer has a slip, and the propulsive force is transmitted to the gear G2 which still has a friction clutch 127. And this flywheel is opened. The flywheel must be bridged so that the gear G1 is not defeated when starting in reverse. For this purpose, this is connected via a bridging clutch 323 to a driven gearwheel 303 lying beside it, which gearwheel is rigidly connected to the driven shaft 1. It is in the power transmission path via the bridging clutch 323.

The rotation reversing gear 314, which is fitted on the auxiliary shaft 2 and is freely rotatable, can be connected to the shaft 2 via a switching sleeve 322. The rotation reversing gear 313 fitted to the sub shaft 3 can be connected to the shaft 3 via a switching sleeve 321. The switching sleeve 321 can connect or disconnect the drive pinion 315 from the shaft 3, selectively for the reversing gear. The driven pinion 311 carried on the driven shaft 1 is preferably, but not necessarily, preferably the intermediate gear 31 supported on the counter shaft 2.
Drive the drive spur gear 319 of the differential 335 via 2. Here again, the axle 4 leading to the drive wheels is suggested.

In the gear stage G1, the power transmission path is such that the second gear stage G2 is not simultaneously loaded and the input shaft 5 passes through the drive gear 316 to the drive gear 315 and to the switching sleeve.
Run on sub shaft 3 via 321. Via clutch 325-
Operated by the unit 330-the gear 301 is driven. The power transmission path runs in this case via the gear 302 and the flywheel 318 to the driven shaft 1 and the driven pinion 311. When traveling backward, the drive pinion 315 of the shaft 3 is disengaged, and the rotation reversing gear 313 is engaged in its place. Similarly, the reversing gear 314 of the counter shaft 2 is engaged via the switching sleeve 322. The input shaft 5 now drives the drive gear 317 via the drive gear 316. From there, the sub-shaft 3 is driven by reversing the direction of rotation via the rotation reversing gears 314 and 313 via the rotation reversing gear fixed to the shaft. The other power transmission paths are unchanged.

7 to 11 show the cross section shown in FIG. 6 in capital letters. The mutual position of the driven shaft 1, the counter shafts 2, 3 and the axle shaft or axle 4 can be recognized. Furthermore, gears are shown in their respective cross sections. Circles represent gears rotatable on their respective axes, and dots represent gears fixed to their respective axes. Flywheel 31 on gear 302
8 is specifically shown.

When the first forward speed is selected, the power transmission path is shown in FIG.
16, 315), and the gear pairs shown in FIGS. 7 and 9 are performed in the order shown. When the first reverse speed is used, the power transmission path is shown in Fig. 11 (31
6, 315), and the gear pairs shown in FIGS. 7, 10 and 9 in the order shown. Final power take-off from the gear 311 to the spur gear 319 using the intermediate gear 312 is considerably facilitated by the arrangement shown in FIG. In this case, the gear 312 is supported directly on the shaft 2, so that the axial distances 1-2, 1-3, 2-3 are of limited choice, but are still necessary.

FIG. 12 shows the details of reversing the direction of rotation with the simplest dosing arrangement for forward and reverse travel. The reversing gear 320 is non-detachably connected to the shaft 2 in a torsion-resistant manner and therefore constantly rotates during forward travel. FIG. 13 shows details for reversing the rotation direction shown in FIG. 6 using a rotation reversing gear as the idle gear. Not only the switching sleeve 321 shown in FIG.
The switching sleeves 321 and 322 are inserted when the vehicle is stopped or almost stopped. The advantage of the arrangement shown in FIG. 13 is that the reversing gear is not driven, so that the movement during forward traveling is extremely smooth. Moreover, the number of rotations of the bearing between the gear 313 and the shaft 3 is halved, which is also advantageous.

FIG. 14 shows a structural implementation of the flywheel 318 in the gear 302 of the first speed G1. This is gear G5 or
When the transmission is operated at high engine speed in G6,
Protects clutch housing and outer friction plate of friction clutch 325 from over-rotation. The flywheel remains closed during the inertial operation of gear G1 in forward or reverse.
Flywheel bridging is required during normal reverse travel.

The flywheel bridge is the rotation of the gear 301 modulated by the clutch 325 and its associated gear.
It is caused by sliding 302 to the right in the axial direction. This includes the appropriate helical gears of gears 301, 302 and gear 302
The axial spline engagement between the hub and the non-rotating shaft 1 is decisive. Axial sliding provides meshing between the bridging clutch parts, thus providing a torsion-resistant connection of gear 302 to gear 303 and thus coupling with shaft 1.

The suitable initial stress of the disc spring 324 ensures that axial reciprocal sliding of the gear 302 does not occur when the drive torque changes during forward travel. FIG. 15 shows another structural implementation of a flywheel bridge. Here, the switching sleeve 333 is operated simultaneously with the switching sleeves 321 and 322. The disadvantage is that the structural outlay for operation increases.

After starting from the reverse, the reverse traveling is normally kept at the lowest speed. Just before clutch 325 reaches zero slip, electronically controlled clutch 327 is disengaged, and the propulsive force thereafter is only transmitted via clutch 325. When moving forward, the clutches 325 and 327 are loaded almost at the same time and are maintained until the clutch 325 achieves zero slip.

After this point in time when the flywheel 318 opens, further launching will only be performed by the clutch 327. However, electronically controlled clutch 327 is disengaged if subsequent travel at the lowest speed is appropriate. By the way, as is apparent from FIGS. 1 and 6, a 6-speed variant is easily possible for the two basic embodiments. The axial extension of the transmission makes it possible to accommodate the supplementary operating units 131, 331 on the shaft 3, which can also load the right side of the auxiliary clutch. This other clutch, like the second, third, fourth and fifth speeds, which has a power transmission path to the shaft 1, can realize propulsion through an additional gear pair. The operating units 130, 330; 131, 331, 132, 332 are either leg opening mechanisms that are effective on both sides as described in DE 40 07 506 or, for each clutch, as conventional hydraulic or pneumatic cylinder-piston units. Can be formed.

The preferred embodiments of the present invention will be illustrated below. 1. At least two countershafts (2, 3) parallel to the input shaft (5)
Are provided, and the auxiliary shafts are selectively input shafts.
It can be connected rotationally with (5) and is in the torque transmission path from the input shaft (5) to the driven pinion (134,111; 311), and the auxiliary shaft (2,3) for reversing the rotation direction. And reversing gears (113, 114; 314, 313) that directly mesh with each other, respectively.
1,122; 322, 321) makes it possible to realize or eliminate the friction coupling between the counter shafts (2, 3), thus reversing in the torque transmission path from the input shaft (5) to the driven pinion (119, 319). Transmission according to claim 1, characterized in that the gears (113, 114; 314, 313) are engaged.

2. Two lowest gear pairs (101 and 10
2, 110 and 109; 302 and 301, 310 and 309) are input shafts (5) and 2
The transmission according to claim 1 or claim 1, wherein the transmission is arranged between the first sub shaft of the sub shafts (2; 3) of the book. 3. 3. The transmission according to claim 1, wherein each of the counter shafts (2, 3) carries a part of a gear of a gear pair that realizes a shift speed. (FIG. 1, FIG. 6).

4. Each countershaft (2, 3) carries one driven pinion (134, 111), of which at least one driven pinion selectively engages with its shaft via a meshing clutch (121, 122). The transmission according to claim 1 or any one of the preceding claims 1 to 3, which can be firmly connected to or detached from the transmission (Fig. 1). 5. The input shaft (5) has at least one drive pinion (3
16) to drive one input pinion (317, 315) of each counter shaft (2, 3), and at least one counter shaft is connected via a meshing clutch (322, 321). The gear pair of gears that can be selectively and firmly connected to the shaft or can be detached, and that realizes the shift stage, is the auxiliary shaft and the output shaft that has the same axis as the input shaft (5).
(1) and the driven pinion (311) is located on the output shaft.
The transmission (1) according to any one of claims 1 to 4, which is fitted in (1) (Fig. 6).

6. 2 of the lowest gear pair (301, 302)
Transmission according to the preceding paragraph 5, characterized in that one of the two gears (302) comprises a flywheel (318). 7. 7. The transmission according to item 6 above, wherein the flywheel (318) has a bridge portion that is effective when traveling in reverse.

[0039]

According to the present invention, the above structural mode is maintained,
In that case, it is preferable to dispense with the separating clutch between the main shaft and the input shaft, while at the same time permitting a reliable start in forward and reverse with respect to the thermal load of the clutch. A transmission can be provided.

[Brief description of drawings]

FIG. 1 is a schematic vertical sectional view of a 5-speed transmission and a crankshaft of a prime mover according to a first embodiment.

2 is a diagram showing a shaft of the transmission shown in FIG. 1 including a fixed gear and an idle gear, taken along the line AA in FIG.

3 is a diagram showing a shaft of the transmission shown in FIG. 1 including a fixed gear and an idle gear, taken along a line BB in FIG.

FIG. 4 is a view showing a shaft of the transmission shown in FIG. 1 provided with a fixed gear and an idle gear, taken along the line CC of FIG.

5 is a diagram showing a shaft of the transmission shown in FIG. 1 provided with a fixed gear and an idle gear, taken along the line D-D in FIG. 1.

FIG. 6 is a schematic vertical cross-sectional view of a 5-speed transmission and a crankshaft of a prime mover according to a second embodiment including a counter shaft that rotates at high speed.

7 is a diagram showing a shaft of the transmission shown in FIG. 6 including a fixed gear and an idle gear, taken along the line AA of FIG.

8 is a diagram showing a shaft of the transmission shown in FIG. 6 including a fixed gear and an idle gear, taken along the line BB in FIG.

9 is a view showing a shaft of the transmission shown in FIG. 6 provided with a fixed gear and an idle gear, taken along the line CC of FIG.

10 is a view showing a shaft of the transmission shown in FIG. 6 provided with a fixed gear and an idling gear, taken along lines DD and E in FIG.

11 is a diagram showing a shaft of the transmission shown in FIG. 6 including a fixed gear and an idling gear, taken along a line EE in FIG.

12 shows two different structural embodiments of the switching sleeve for switching between the forward drive and the reverse drive shown in FIG.

13 shows two different structural embodiments of the switching sleeve for switching between the forward drive and the reverse drive shown in FIG.

14 shows two different structural embodiments of the flywheel bridge shown in FIG.

15 shows two different structural embodiments of the flywheel bridge shown in FIG.

[Explanation of symbols]

 1 Driven shaft 2, 3 Secondary shaft 4 Axle 5 Input shaft 6 Main shaft 101, 301 Drive pinion G1 102, 302 Gear G1 103, 304 Drive gear G3 104, 303 Gear G3 105, 305 Drive gear G4 106, 306 Gear G4 107, 307 Drive gear G5 108, 308 Gear G5 109, 309 Gear G2 110, 310 Drive gear G2 111, 311 Drive gear 113, 314 Drive reversing gear 114, 313 Driven reversing gear 312 Intermediate gear 315 Side gear 316 Drive gear 317 Side Gear 318 Flywheel 119, 319 Drive spur gear 320 Drive reversing gear 121, 321 Switching sleeve DNR 122, 322 Switching sleeve NR 323 Mesh clutch / bridge clutch 324 Disc spring / bridge clutch 125, 325 Clutch 1G 126, 326 Clutch 4G 127, 327 Clutch 2G 128, 328 Clutch 3G 129, 329 Clutch 5G 130, 330 Control unit G1, G4 131, 331 Control unit G2 132, 332 Control unit G3, G5 333 Switching sleeve / bridge clutch 134 Driven pinion (shaft 2) ) 135 Differential

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[Procedure amendment]

[Submission date] June 29, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] 0024

[Correction method] Change

[Correction content]

Gears 302 (G1), 309 (G2), 303 (G
3), 306 (G4), 307 (G5) are placed. The symbols in the parentheses mean that they are attached to any one of the five shift speeds. The gear is driven by driving gears 301 (G1), 310 (G2), 304 (G3), 305 (G4), 308 (G5) arranged on the counter shaft. These gears are the friction clutches 325 (G1), 327 (G2), 328 (G3), 326 (G4), 329 (G
It can be selectively connected to or detached from the shaft via 5). The clutches 325 and 326 have a common operating device 330 that can selectively load them. Clutch 328,
329 has a common operating device 332 that can selectively and alternately operate these. The friction clutch 327 has its own operating device 331. Gear 302 is flywheel 318
Is connected to the driven shaft 1 via. When the vehicle starts to move forward through simultaneous closing of the gears G1 and G2, the friction clutch 325 of the gear G1 no longer has a slip, and the propulsive force is transmitted to the gear G2, which still has a friction clutch 327. And this flywheel is opened. The flywheel must be bridged so that the gear G1 is not defeated when starting in reverse. For this purpose, this is connected via a bridging clutch 323 to a driven gearwheel 303 lying beside it, which gearwheel is rigidly connected to the driven shaft 1. It is in the power transmission path via the bridging clutch 323.

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] Explanation of code

[Correction method] Change

[Correction content]

[Explanation of symbols] 1 driven shaft 2, 3 counter shaft 4 axle 5 input shaft 6 main shaft 101, 301 drive pinion G1 102, 302 gear G1 103, 304 drive gear G3 104, 303 gear G3 105, 305 drive gear G4 106, 306 gear G4 107, 308 drive gear G5 108, 307 gear G5 109, 309 gear G2 110, 310 drive gear G2 111, 311 drive gear 113, 314 drive reversing gear 114, 313 driven reversing gear 312 intermediate gear 315 side gear 316 Drive gear 317 Side gear 318 Flywheel 119, 319 Drive spur gear 320 Drive reversing gear 121, 321 Switching sleeve DNR 122, 322 Switching sleeve NR 323 Mesh clutch / bridge clutch 324 Disc spring / bridge clutch 125, 325 Clutch 1G 126, 326 Clutch 4G 127, 327 Clutch 2G 128, 328 Clutch 3G 129, 329 Clutch 5G 130, 330 Operation unit G1, G4 131, 331 Operation unit G2 132, 332 Operation unit G3, G5 333 Switching sleeve / bridge clutch 134 Driven pinion (shaft 2) 135 differential

Claims (1)

[Claims] 1. An input shaft is provided, which can be connected to at least one other shaft parallel to the input shaft via a pair of gears that realize various gears, and each pair of gears is connected to the other shaft. Each one of the gears is torsionally coupled to one of the two shafts, and the other gear of each gear pair is selectively coupled to the other of the two shafts via a friction clutch. In a transmission capable of shifting under load, which can be coupled with torsion resistance, the input shaft (5) is torsionally coupled with the main shaft (6), and the input pinion (5) drives the driven pinion. In the torque transmission path to (134,111; 312), the rotation direction reversing means is provided, and the friction clutches (125,127; 325,327) of the two lowest shift speeds are almost provided for starting both forward and backward running. A means to load at the same time is provided, and at the latest, the same rotation speed can be achieved with the friction clutch (125, 325) at the lowest speed. Transmission, characterized in that the torque transmission path is maintained via two friction clutches until achieved.